CONFIDENTIAL
implemented in two stages,
and
the second stage of that process is necessary to achieve operational practicability of the coastline parallels. That stage is unlikely to be implemented soon. The Consultant's view is that no confidence can be placed on MLS as a means of making these configurations "reasonable" until past the turn of the century.
Alternative (existing) technology was studied to determine how runway locations on this alignment might operate. Within the constraints noted above, the best that could be achieved for approaches from the northeast would be an ILS or near-term MLS system capture at some 3-4n.m. from touchdown if runways were pushed well to the southwest. Thus, the criteria at Para 3.1.2(1) is not achievable, and under no conditions could such a procedure be termed acceptable as a precision approach, (the airport would then have to be operated in one direction much as the Kai Tak runway 13 is now operated). In Consultant's judgement, this is not a "reasonable" configuration. The IATA representative confirmed this judgement. With Steering Group concurrence, this configuration was eliminated from consideration.
3.5
SECOND OPTION (See Figure 3-1)
SCHEME "A"
-
INTERSECTING CONFIGURATIONS
The term "intersecting" as used herein means that the extended centreline of one runway intersects the centreline of the other, either within its' paved length or as extended.
Because the coastline alignment appeared to work well for approaches from the southwest and the frontier alignment could be made to work with precision approaches from the northeast, systems of runway pairs on these two alignments were studied. Although any such system would be more or less fully dependent runway pairs, they were considered to warrant further study. Within the physical constraints of the border corridor and the requirements for shipping in the Urmston Road, no apparent operational advantage accrued to the previously proposed angled tandems operated within the mid-bay line but reclamation costs would clearly be higher, therefore study focused on other configurations with more advantageous facility arrangement potential, reduced reclamation costs, and reduced noise impact.
Selected for engineering study and costing, Scheme "A" consists of a fully dependent pair of runways with intersecting alignments, (more accurately described as an "Open Vee" to the southwest). The northerly runway is common to both schemes. Aligned about 075°/255° (T), it is intended for straight approaches from the northeast. The southerly runway, aligned about 050°/230°(T) is intended for straight approaches from the southwest. Northerly runway threshold coordinates are approximately 812450E, 836630N, 816030E, 837560N (HK Metric Grid). Southerly runway coordinates are approximately 810940E, 833120N, 813800E, 835470N. The scheme fully meets the constraints of the brief.
3-5
CONFIDENTIAL